Vol. 2, No. 2. | Spring 1996 |
The second meeting of the Florida Suncoast Clean Cities Coalition was held at the Bayfront Center in St. Petersburg on April 17. Gary Brosch, the Coalition's Executive Board Chairman and Director of the Center for Urban Transportation Research (CUTR), welcomed as guest speakers for the meeting Jan Rickey from the Department of Community Affairs/Florida Energy Office, Steve Hortin from the U.S. Department of Energy in Atlanta (DOE), and J. Keith Gruetzmacher from Peoples Gas.
Rickey commended the Florida Suncoast Clean Cities Coalition for being the first coalition to already have a project (a propane-powered tram located in downtown Tampa in the Franklin Street Mall, see related article, page 5) up and running prior to designation. Since there are now a total of 49 Clean Cities Coalitions, Rickey hopes to see the Florida Suncoast Coalition soon added to those numbers.
Hortin presented information on how the DOE is assisting Atlanta in preparing for traffic congestion during the 1996 Summer Olympics. DOE became involved with the Summer Olympics when it saw an opportunity to promote American technologies and companies as well as alternative energies to the rest of the world. Promoting alternative fuels is not only a great public relations opportunity for DOE, but it is also helping to provide an emissions-free environment for the world's athletes. For example, no single internal-combustion engines will be used inside the Olympic Village. Every vehicle in the village will be powered by either electricity, such as trams, or compressed natural gas, such as light duty vehicles, vans, pick-up trucks, and buses. Many alternative fuel vehicles from other states are already being sent to Atlanta to assist with transportation needs. The Metropolitan Transit Authority of Atlanta (MARTA) has also developed new ways to use its services during the Summer Olympics. The price of a ticket to any event includes the right to ride for free on the City's public transportation system for the entire day. Spectators will park their vehicles in remote parking lots and board buses that will transport them to subway stations. The spectators will ride the subway to the closest stop near their destination and board another bus to the event venue.
Hortin also spoke about the importance of the Clean Cities program. In 1994, over 50 percent of the petroleum used in the United States was imported. The challenge for DOE is to compete for energy with other developing nations that need petroleum as much as the United States. Currently, Southeast Asia, China, the Soviet Union, and Japan combined use only about 75 percent as much petroleum as the United States. By the year 2000, it is predicted that these countries will need as much petroleum as the United States. DOE's continuing challenge will be to find more petroleum fuel or learn to use other alternatives fuels and vehicles.
Gruetzmacher presented the Goldcoast Clean Cities Coalition's accomplishments for the past year, which included the I-95 Corridor Marketing Plan and the Revolving Loan Fund Program. The Goldcoast Clean Cities Coalition has 170 government and business members in Palm Beach, Broward and Dade counties. The coalition has put together two committees, Marketing Development and Legislative, whose joint purpose is to develop and implement a marketing plan and ensure that it is effective and kept current toward the coalition's goals.
The Revolving Loan Fund Program is sponsored by the South Florida Regional Planning Council, in conjunction with the Florida Department of Community Affairs. The program's purpose is to place more alternative fuel vehicles into use. A total of $2.5 million is currently committed, $500,000 is reserved for local government, and $2 million is open to eligible private and public sector fleets meeting the loan's requirements. Loan program participants will benefit from reduced Cities Coalition has 170 government and business members in Palm Beach, Broward and Dade counties. The coalition has put together two committees, Marketing Development and Legislative, whose joint purpose is to develop and implement a marketing plan and ensure that it is effective and kept current toward the coalition's goals.
One of the Goldcoast Clean Cities Coalition's goals is to make private-public partnerships work together and become involved in supporting alternative fuel vehicles funding. The coalition has approached the public sector for funding vehicle conversions and the private sector for supporting the refueling structure. The coalition's target criteria for alternative fuel vehicles is to examine high mileage or high fuel consumption vehicles that are serviced around a central fuel facility, such as an airport, and also provide the opportunity for technological innovation for specialized projects.
Gruetzmacher also discussed the cost of making a Florida Clean Cities promotional video. The Sunshine Network recently approached Peoples Gas about making a 30-minute video on alternative fuels that will air four times on the network during highly visible television hours and can be repeated up to four more times. After the video is aired, the state's coalitions will use it as a promotional tool during presentations. Peoples Gas believes that this is an excellent way for governmental agencies and the general public to be introduced to alternative fuel vehicles. The total cost of developing and editing the video will be approximately $6,000.
After the speakers, the first working meeting of the Florida Suncoast Clean Cities Coalition was called to order by Mr. Brosch. Four committees were created for the specific purpose of carrying out the mission of the Coalition. The Infrastructure Committee will represent each alternative fuel chosen for participation in Clean Cities (e.g., compressed and/or liquefied natural gas, propane, electricity, solar, and biodiesel). The Legislative Committee will monitor federal, state, and local legislative initiatives in order to develop and forecast future Clean Cities strategies. This includes preparing for legislative changes that may impact the direction of the Clean Cities program and participating in legislative activities related to alternative fuel issues. The Membership Committee will address the active recruitment of additional stakeholders into the coalition, monitor the coalition's progress, coordinate coalition events, and maintain the roster of coalition members. The Marketing Development Committee will serve as a liaison between the Clean Cities organization and fleet owners and managers.
The new Clean Cities logo incorporates a backdrop of the Sunshine Skyway Bridge with the national Clean Cities symbol. The symbol of the Sunshine Skyway Bridge represents the link between Hillsborough, Pinellas, and Manatee counties.
After the meeting's business was concluded, Captain Peter Clark, Director of Tampa Baywatch, presented the Tampa Baywatch program's accomplishments for the past three years. The program was developed to identify environmental problems impacting the Tampa Bay. Captain Clark brought to the meeting a unique catamaran-hulled boat which was designed to use alternative fuels. The boat is powered with two new Honda 75 horse, four-cycle outboard engines allowing for the conversion of a true outboard to operate on compressed natural gas. The boat draws very little water and can be used to go up on sea grass communities without damaging them. For more information on the Tampa Baywatch program, contact Captain Peter Clark at (813) 896-5320.
For more information on the Florida Suncoast Clean Cities Coalition, contact CUTR Research Associate John Bradley, jbradley@cutr.usf.eduComplimentary service reduces downtown traffic
The Central Florida Regional Transportation Authority (better known as LYNX), thanks to funding from the Downtown Orlando Development Board and the City of Orlando, operates a complimentary circular service designed to reduce traffic by keeping downtown workers out of their cars for mid-day downtown errands and lunches. The service is named the FreeBee in reference to the fact that customers don't have to pay a fare. However, enviro-conscious citizens have another reason to appreciate the name. The 1994 conversion of the circulator fleet to buses fueled by compressed natural gas means the vehicles are free of the exhaust usually associated with buses.
The six 30-foot Orion CNG buses are easily recognized as being part of the FreeBee fleet because of their colorful international graphics and "Welcome to Orlando" messages. One has to look a little more closely to see that they are not conventionally fueled, however. The first clue is the shape. The CNG buses appear to be a little taller than typical buses because there is an addition to the roof: a special compartment that houses the gas cylinders and associated plumbing.
A keen eye might also notice that there are also no visible exhaust stacks. Instead of gray clouds blowing out of vertical pipes, exhaust is released as puffs of steam and hot air through a screened grate high on the back of the bus. Condensed water from the steam and from the air conditioning trickles out of a pipe about the size of a garden hose just below the back bumper. The clinching detail is a small decal on the rear of the bus bearing the initials "CNG."
The lower cost and environmental advantages of CNG over diesel fuel (as well as special funding made available to transit systems investigating alternate fuels) were attractive to LYNX, which was acquiring a number of other vehicles to meet its rapidly growing ridership. A possible negative was the time required to refuel each bus from a mobile gas truck -as long as seven hours. To eliminate the potential for a traffic jam at the fueling truck or at traditional natural gas storage tanks, LYNX built a high speed natural gas fueling station.
The fueling station, purported to be the biggest of its kind in the Southeast, allows CNG buses to refuel in as little as seven minutes-only slightly more time than it takes to refuel a diesel-fueled bus.
The results have been very positive. After a little more than a year in service, the operators have come to appreciate the maneuverability of the lighter, 30-foot bodies. The maintenance department has found the engines and drivetrains to be more reliable than expected. And no one has complained about the lack of exhaust. In fact, the "test" has been so successful, the next fleet of buses acquired by LYNX to serve a closed route urban circuit will also be CNG powered.
More buses, less exhaust. Thanks to Compressed Natural Gas, Downtown Orlando and LYNX are winners . . . by a nose.
The EPA and diesel engine makers are working together to set goals for cutting ozone-causing emissions in half by 2004. Heavy-duty truck and engines makers joined the EPA and the California Air Resources Board to sign a statement of principles calling for new reductions in emissions of oxides of nitrogen and hydrocarbons.
By the year 2004, the goal is for combined hydrocarbons and nitrogen oxides of 2.5 grams per brake horsepower to be set into place. Current rules under the Clean Air Act are 1.3 grams of hydrocarbons and 5 grams of nitrogen oxides per brake horsepower hour. The NOx limit falls to 4 grams in 1998. The statement of principles defines an aggressive target that is potentially achievable, but will require engine makers to invest millions in research and development and retooling. These new engines will still retain the traditional durability and fuel economy, but will perform, drive, and look like a diesel engine.
The new cleaner-burning diesel engines should not affect the expected demand for natural-gas engines. There will always be a market for diesel engines, but natural-gas engines will have their uses and will provide a strong economic advantage in the future.
On the Benefits of Developing Viable EVs:
"Every individual stands to benefit in many ways from the successful development of an electric
vehicle. Becoming the first country to develop a marketable electric vehicle would create a
significant advantage in the global marketplace. It would create new jobs, positively impact the
environment and enhance the automotive industry." - L.D. DeSimone, CEO and Chairman of the
Board, 3M
On the Need for Environmentally Cleaner Fuels:
"In 1980, the average number of miles traveled (annually) in the Oklahoma City metro area was
a little more than 15 million. However, in the year 2020 that is estimated to reach 30 million. It is
obvious we must make changes to ensure a healthy environment for Oklahoma based solely on
this growing potential for motor vehicle emissions."- Zach Taylor, Executive Director,
Association of Central Oklahoma Governments.
On the Need to Update Building Codes for EV Recharging:
"Building codes historically have been designed with gas-powered vehicles in mind, and not all
those codes are appropriate to electric vehicles. If you have a garage in a basement of a building,
you have to have different ventilation provided to that structure than you would have for a garage
adjacent or separate from the building." -Harold L. Crowder, Jr., Project Administrator, Virginia Power
On the Advantage of On-site Hydrogen Plants
"We're seeing a demand for hydrogen grow world-wide, from eight to ten percent a year in North
America and Europe, and even higher in other parts of the world. Customers are looking for
reliable, cost-effective supply options, and small on-site hydrogen plants will combine two
leading [non-cryogenic gas purification and natural gas processing] technologies to meet their
needs." - Edgar G. Hotard, President, Praxair.
Through the cooperative efforts of the Hillsborough Area Regional Transportation agency (HARTline), Peoples Gas, Busch Entertainment, and a host of downtown Tampa merchants, the Franklin Street pedestrian mall in the heart of the city demonstrated a lunch hour transportation system. Tampa's Busch Gardens donated a propane-powered tram-decorated in the Egyptian theme of the entertainment complex's new expansion-for a three-month period which began in September 1995. Ridership results encouraged HARTline, the Tampa Downtown Partnership, and the Franklin Street Mall Merchants Association to pursue funding for two permanent shuttle trams for the Mall, at a cost of $100,000 each. One tram would be powered by compressed natural gas and the other by electricity.
In the future, downtown workers may be able to ride in comfort (and clean air) from their parking garages to their offices in the mornings, to lunch and back at noon, and back to their parking spaces in the evening. The Florida Energy Office/Department of Community Affairs, through the new Florida Suncoast Clean Cities Coalition, helped the project with a grant for $4,000 for tram operating expenses.
The May 30, 1996, Broward County workshop on electric vehicles was hosted by the Electric Vehicle Association of the Americas (EVAA) and the Electric Transportation Coalition, in partnership with the U.S. Department of Energy and the Department of Transportation at Fort Lauderdale's famous Hyatt Regency Pier 66. The workshop was designed to promote the benefits of electric vehicles (EVs) and examine the importance of implementing infrastructure systems at local levels in various communities. Ten communities were selected to participate in a series of workshops based on factors such as population density, non-attainment status, and EV market potential. In order to be an "EV-Ready Community," the community needs to have in place the necessary infrastructure to support electric vehicles. Infrastructure support includes charging facilities, building code modifications, vehicle support service, and fire and safe code modifications and training.
This one-day workshop offered participants the opportunity to test drive electric vehicles such as the General Motors EV-1 and address issues presented by federal representatives, local officials, and industry experts, which would ensure successful commercial launches of EVs in these selected area. During the workshop, the EV Ready Community Market Launch Manual was made available to participants. The manual is a three-volume "how-to"guide designed to assist communities in preparing policies and infrastructure systems to support EVs in operation.
Community leaders are being asked to address four policy issues to assure successful commercial implementation of EVs in their communities. These issues include a policy framework encouraging the purchase and support of electric vehicles; modifications to building, electrical, health, and safety codes in order to support cost-effective recharging of EVs; a plan and schedule for deploying recharging equipment; and training emergency fire and rescue personnel and development of a public information and awareness campaign. In order to ensure a successful EV market launch, the domestic automotive industry, the electric utility industry, and the federal government all must have an important role in the development and marketing of electric vehicles. Building a successful, long-term, sustainable, EV Market Launch Framework for electric vehicles in the U.S. will only succeed through the public and private partnerships that have already been formed and are being envisioned for the future.
The South Florida Station Car Pilot Program has two phases--a Pilot Program starting in 1996 followed by a larger Demonstration.
The Pilot Program is a relatively low risk means to develop and propose the Demonstration. It is the first step in a learning process of integrating stations cars, and mass transit in South Florida. The Demonstration will utilize 400 to 500 EVs and will be the real test to see if the program is viable.
The Pilot Program will begin June 3, 1996, with 10 to 12 battery-powered electric vehicles-upgraded Geo Prisms-to be used by commuters in connection with the MetroRail system. Eight to ten cars will be used from the North Dadeland Metro Station and two at the Civic Center Metro Station. The North Dadeland Station is in the south suburb of Kendal. The Civic Center Station is north and west of downtown Miami and at it is a Medical Complex with 35,000 employees. The two station cars there will be used by the station cars users as pool cars during the work day. The cars at North Dadeland will be used by the users between home and transit. The two stations are about 10 miles apart but the roads between the two places are quite congested during rush hours. Alamo Rent A Car will own the cars, provide all related services including interactions with the users and will have a kiosk at the North Dadeland Station which will be attended each morning.
Users will enjoy preferred parking with recharging at the North Dadeland station. They will join the program for 30 days-paying a nominal fee to cover insurance and direct charges. A MetroRail pass is included in this once a month charge. All cars will be equipped with cellular phones and have free on-call emergency service. The cars have a range of about 50 miles on a full charge, will operate at speeds up to 70 mph in the next phase-of the much larger Demonstration Program.
The data from the Pilot Program should determine the following:
Technical Feasibility
Customer Acceptance
Economic Feasibility
Mechanics of Program Operation
Natural-gas engines normally used to power school and urban buses are showing up on trucks (light pickups to heavy tractors) more often. Engine suppliers and truck manufacturers are now taking a closer look at natural-gas-powered engines versus the traditional diesel and gasoline engines. The main reasons for this interest are partially driven by federal laws that require certain fleets to purchase vehicles powered by alternative fuels and the expected increase in government mandates. At every level, there are many governmental pressures such as reducing vehicle emissions (e.g., the failure of many Northeast and Southwest urban areas to meet EPA emissions standards), cost, and the fact that many fleets are now required to use alternative fuels to power their vehicles.
In most cases, natural gas is cheaper than diesel fuel, but there are limited numbers of natural-gas fueling stations outside urban areas. There are thousands of diesel truck stops across the country compared to only a hundred natural-gas truck stops. During the next eight years, it is predicted that centrally-fueled, medium-duty trucks are most likely to turn to natural-gas engines. This lack of infrastructure has not discouraged automakers from installing natural gas-engines in light-duty pickups. For example, the Chrysler Corporation introduced two natural-gas-powered pickups, the Dodge Ram, a full-sized pickup, and the Dodge Dakota, a mid-sized pickup. Both pickups will be available at certain dealerships for individual or fleet purchase.
Factory installation of natural-gas engines is currently not available through medium- and heavy-duty truck manufacturers. The conversion is only considered as an aftermarket option, but new federal laws are expected to change this option soon. Centrally fueled fleets must compile with certain provisions in two federal laws, the Clean Air Act and the Energy Policy Act. The Clean Air Act requires fleets of 10 or more vehicles located in 22 areas and designated as non-attainment areas for ozone and carbon monoxide by the EPA to start acquiring a percentage of clean fuel vehicles by 1998. Clean fuels include natural gas, methanol, ethanol, electricity, clean diesel, and the petroleum-based reformulated gasoline. The Energy Policy Act applies to federal, state, and fuel-provider fleets with at least 20 vehicles operating in urban areas that are a part of a larger national fleet with a population of 250,000 and prohibits the use of petroleum-based fuels.
In the long run, truck manufacturers will have to take a closer look at natural gas since customers are increasing their demand for it. Although natural-gas engines often cost twice as much as diesel, the demand still exits. Diesel engine communities are responding to this demand by developing new natural gas-engines for use in their trucks. For example, Detroit Diesel Corporation has teamed with Navistar International Corporation to develop natural-gas engines for trucks. Chrysler sold approximately 1,500 natural-gas vans and minivans in 1995, and expect to sell at least 1000 natural-gas vans and Dakota and Ram pickups in 1996. Ford Motor Company, during a pilot program in Texas, sold approximately 300 F-150 pickups plus a few Club Wagon and Econoline vans with modified to run on natural gas. General Motors may not be producing alternative fuel vehicles at present, but it is conducting active research in this area.
A study done by the Gas Research Institute in Chicago predicts that 50,600 medium-duty vehicles will use alternative fuels in 1998, 100,000 in 2000, and 137,800 by 2003. This study also forecasts that 400 Class 8 heavy trucks will use alternative fuels in 1998, 10,000 by 2000, and 15,000 in 2003. Two-thirds of medium-and heavy-duty vehicles are expected to use natural gas instead of other alternative fuels. Although using natural gas engines makes economic and environmental sense, some fleets may have no other alternative.
The following is a list of great Web sites for exploring alternative fuels:
Motorfuelers, Inc. (FSCC Coalition Member)-- http://motorfuelers.com/motorfuelers
DOE's Office of Transportation Technologies-- http://www.ott.doe.gov/
Alternative Fuels & Propulsion Systems-- http://www.slonet.org/~rschafer/alternative.html
Partnership for the Next Generation of Vehicles-- http://picard.aero.hq.nasa.gov/index.html
Hybrid Electric Vehicle Propulsion Program-- http://www.hev.doe.gov
National Station Car Association-- http://www.stncar.com/
University of Florida's Hybrid Electric Vehicle-- http://www.eel.ufl.edu/~skeldon/HEV
GM's EV-1-- http://www.saturncars.com/EV1/
Chrysler Corporation-- http://www.chryslercorp.com/community/index.html
Ford Motor Corporation-- http://www.ford.com/corporate-info/environment/
